Vaive mechanism joe



4 1 R m. w am m e, .am 5 Mm MT l w A MJ 0% 5 s F a M0 E N W W md E E l D m. w 3M@ F C. W F L d J m M l. :9W/@9%. m m 7mm M M w Lu x/ y l m 2 Y@ V n 0^.d\ 0% M MI. k/ l a0. .w .d www ,NNN 6, U fw# M F h m l n 2 a dl u1- al M March 6, 1928.

J. c. BIRD VALVE MEcHANsM EOE STEAM ENGINES Filed Feb. 21. 1927 5 Sheets-Sheet 2 dohn 0. Lrd

A Troie/VE YS March 6, 1928. L 1,661,154

l A J. C. BIRD VALVE MEGHANISM FOR STEAM ENGINES Filed Feb. 21. 1927 3 Sheets-Sheer; I

` /N VENTO/ John 0. mrd

Patented Mar. 6, 1928.

UNITED STATES PATENT OFFICE.

JOHN C. BIRD, OF BATTLE CREEK, MICHIGAN, ASSIGNOR TO UNION STEAM PUMP COMPANY, OF BATTLE CREEK, MICHIGAN.

VALVE MECHANISM FOR STEAM ENGINES.

Application filed February 21, 1927. Serial No. 169,915.

The invention is particularly an improve ment upon the synchronizing structure of my Patent No. 933,952, of September 14,l

1909, t'or valve mechanism.

The objects-of the invention are:

First, to provide improved means ot cutting out and controlling one or the other of a pair ot engines which are connected by my said synchronizing valve.

Second, t0 provide improved means for controlling the relative steam passages in my said synchronizing valve.

Objects which pertain to details and economies of constructionand operation ot' my invention appear from the detailed description to follow. The invention is defined in the claims.

A structure which embodies the features of my invention is illustrated in the accompanying drawing forming a part ot this application, in which:

Fig` 1 is a plan view of a pair of engines coupled by my improved mechanism, the cut- `out valve being in section and the auxiliary steam valve being dotted. The yoke bars and 'piston rod are Shown broken ott as the pump or other means on which the engine acts is not necessarily a part ot my invention.

Fig. 2 is an enlarged detail sectional elevation taken on line 2-2 of Fig. 1, showing details of my improved synchronizing valve and cutout means.

Fig. 3 is an enlarged detail vertical sectional elevation taken on line 3-3 ot Figs. 1, 2 and 5, showing the valve 21 to the right.

Fig. 4 is a detail section through the valve part on the same section as Fig. 3, showing the synchronizing valve 21 in central position.

Fig. 5 is a detail horizontal sectional view taken on line 5--5 of Figs. 2 and 3.

Fig. 6 is an enlarged detail horizontal sectional plan view taken on line 6-6 of Figs. 2, 3, 4 and 7.

Fig. 7 is a detail sectional elevation taken on line 7-7 of Figs. 1, 3, 4 and 6.

Fig. 8 is an enlarged detail longitudinal sectional elevation taken on line 8-8 of Fig. 9 through the valve', showing the adjusting means for regulating the side of port in the synchronizing valve.

Fig.` 9 is a detail transverse sectional view of the same on line 9-9 of Fig. 8.

Fig. 10 is a detail diagrammatic view showing the Steam circulation and control.

The parts are identified by their numerals oit reference which are the same in all the views.

1 and 2 are a pair of engines connected and controlled by my improved synchronizing valve mechanism. 3 (see Fig. 10) is the piston of each engine. 4 is the piston rod extending through suitable stuhng box and connected to a pump or other driven part, the engine being especially adapted for use on pumps and direct work. 5 is the steam chest on each engine provided with a steam actuated valve 6. 7 is the steam actuated piston in short cylinders 7 at each end to control the engine valve 6 (see Fig. 10).

A rod'or stem 8 connects the two pistons 7 together and couples them to said D slide valve 6, of usual construction for engines. 9 is the piston rod extending through stuifing box 9 at the end ot' each steam chest 5, so that the piston 7 therein, besides controllingthe valve, acts as an engine through thc rodv 9 to control or act upon the synchronizing .leverV bar l0, this action upon 'the synchronizing lever bar 10 being the means ot controlling the synchronizing valve.

An auxiliary engine valve 11 with connecting rod 11 is disposed in the auxiliary steam chest 12 and controls the admission of steam to the short cylinders 7' to actuate the pistons 7 in the same manner that the piston ot a steam engin-e is controlled (see details diagrammatically indicated in Fig. 10). rl`he rod .11 connects to slide support 11 and is controlled by lever 13 engaged by pin 14 on the piston rod 4 in the manner described in my former patent. This is a common form of valve control means. This valve mechanism is identical on the two steam cylinders 1 and 2. 15, 15 are yoke rods.

My improved synchronizing valve is midway between the engines 1 and 2 and is embraced within the casing 20, which receives steam through the vertical pipe 19 and delivers to the engine through identical pipes 16 coupled to boss 161 and `by fittings 162, 163, 164, 165 to deliver to the engines lor 2 at each side.

Within the valve chamber 20 is a piston valve 21 controlled by a rod 22 which ex tends through the stutling box 20 on the end thereot` and connects to the synchronizing lever bar 10 at a central position, whereby the said valve is controlled by said lever bar v11o .vary their movement until theyv Vthe required duty.

10 in a manner hereafter to be indicated. The valve casing 'for pistouvalve 21 has a central annular chamber which is supplied through the said pipe 19. Ann'ular chambers or ports 26, 2i' toward-each end are' controlled by the piston valve 21 Alfor delivering steam to the connectingA pipe 1G as the enin'es ins-furing` that thev move in s .n a .i .f l 7 and, iiE they .start out olf step. that they will l coineinto step. The `sections 28, 29 and 80 are so spaced that the full ports may be uncovered and opened during the successive steps ot' the cycle of tlievalve movement.

The piston valve 21 and its ports are th saine as that appearing in my former patent, and I havemade use of the saine numerals of reference in describing the saine.

' Incertain instances it is desirable to'provide the rpiston valve 21 With adjustable port. This is accomplished by the improved structure lindicated in Figs. 8 and 9, in which the central connection 81 oit the valve 21 .is made tubular, the bore extending the length of the valve. The radial perlorations 28', 29', 30 connect to the central bore.

The central. adjustable plunger piston 33, with annular ports out thereon, is provided lor adjusting and regulating the size ol the radial ports 28', 2. 30 asindicated. This central adjustable plunger pistou 83 is adh justable on the end of the piston rod 22, be ing screw-threaded thereon and retained in place by a lock nut 34. A coupling nut 85 is provided at the uid which is perforated at 35 for the admission of steam (seo Fig.V 8).

By this means it is clear that the cross section of the radial passages in the valve can be regulated and controlled and set for However, it is seldom that adjustment is needed and Ij usually make my improved valve without this adjustment. f

The rod 22 of the synchronizing valve 21 .is connected to ther lever bar 1() at its central position., and the actuation ol the lever bar 10 is that which controls the nioveiii-'entv of the synchronizing valve. The bar is actuated by the steam controlled engineivalve on each engine. the pistons of which serve the double purpose `of controlling the valve of each engine and through their connections by the piston rods 9 ac-. tuatin-gtlie lever 10,'and thereby vactuating the synchronizing valve. This control is all Vaccomplished as indicated in my former patent.

I'pi'ovide an improved by-pass structure to overcome the defects ol the three way valve' shown in 1iiy-fornier patent. This is operated in connection with the cut-olf valve toi' cutting `oli the' steam supply to either engine cylinder. The cut-off valves 23, 24 are.v identical and controlled by the usualV hand Wheel 28, 2li` (see detail of the valve in VFigi). The cut-olf` valve is supplied with ast-cin 2li() extending inwardly and connecting` to a plug yvalve 2411 and the valve is provided. with a stein 280 connecting with a plug valve 231 precisely similar.`

`When either cut-oil" valve is closed, the operation of the corresponding plug valve lay-passes the steam supply past the synchro niicing valve. This by-pass Avalve structure is contained ineasiing 166v` which kembraces and is partially supported by supply pipe 19. There aie'ivitliiiiftlie casing 166 .exact j ly symmetrical passages 167 terminating in chambers 168. Considering that at the right hand of Fig; 5v, it will be seen that4 when the valve 24 is'closed, `the plug valve 2111 Will Abe moved into the chamber 168 to permit iiee communication between the tWo passages referred to, making a complete connection or oy-pass around the'synchronizin-g valve. On the other lian'd,if thev valve 28 is closed the plug valve will move into the corresponding cliaiiibci' 168 and the corresponding by-pass lpassages 16T will be'connec-ted and the steam freely lay-pass the synchronizing valvev 21. Therefore, when either' engine is cut olli, the synchronizing valve is att'he saine time bypassed and the engine that is not cut oil in no Way Vaffected bythe synchronizing valve but is left iiee to operate in the usual way under the usual valve control. Y

I have shown these valve controls dia grainmatically` in F ig. 1t), from which diagram. the 'operation will be very clear, boing' the same as described in my former patent where the steps are detailed inr full.

y This detailing of operation is not necessaryV here to understand theby-pass structure.

p Having thus describedjniy invention' what l claim as new and desire to secure by Let ters Pat-ent is 1. In a synchronizing valve structure,

vthe combination of a plurality of Vengines with piston valves, a synchronizing valve connected to be operated by the pistonsvoi1 said piston valves, a cut-od valve for cutting off one lor Vthe other of said cylinders,v

. and a vby-pass with valve connected .to `be opened when the cut-olf valve is closed tobypass the .synchronizingvalve when an ens gine is cutoff.

2. In a .synchronizingvalve structure, the combination of a plurality of engines l.with piston valves,` a synchronizing valve connected to be operated by the pistons of said piston valves, a cut-off valve for cutting off one or the other of said cylinders, a casing With by-pass passage therethrough, and a plug valve with stein connected to the cutol valve to be opened When the cut-off valve is closed. n

3. The combination With a plurality of engines and engine cylinders with piston valves for controlling the direct action of the saine and With auxiliary valves for admitting steam to the piston valves, a synchronizing valve controlled by an equalizing lever connected to the pist-on rods of said piston valves and provided vwith re stricted passages in the ports to control the lirst half of the action of each cylinder, a cut-olil valve for each engine, and a plural by-pass structure extending around the said synchronizing valve with a plug valve in each connected to each of said cut-oil valves respectively for opening a by-pass of the synchronizing valve When an engine is cut off, coaeting as specified.

4. The combination with a plurality of engines and engine cylinders with piston valves for controlling direct action of saine and with auxiliary valve for admitting steam to piston valves, a piston synchronizing valve with piston sections having restrieted radial ports, and an adjustable central ported plug for controlling the lsaid ports, an equalizing lever connected to piston rods of said piston valves for controlling sanie to synchronize the said engine cylinders, as specified.

In Witness whereof I have hereunto set my hand.

JOI-IN C. BIRD. 

